Air transfer system

ABSTRACT

An air flow conduit system is presented for air flow communication between an air filter mechanism and an engine intake manifold. The conduit system comprises first, second and third substantially rigid conduit members. Engagement between conduit members is provided by a rib system on a narrow end of a conduit member being received within a broad end of a next adjacent conduit member. Sealing engagement occurs by an elastomeric seal member positioned between the ribs and an end of a conduit member within which the ribs are received. A preferred rib arrangement is provided, to insure a flexible, multi-point, seal system.

CROSS-REFERENCE TO RELATED APPLICATION

The present application is a Divisional application of U.S. Ser. No.07/186,585, filed Apr. 27, 1988 now U.S. Pat. No. 4,856,826.

FIELD OF THE INVENTION

The present invention relates to air transfer systems, i.e. conduits forthe passage of air. In particular, the invention concerns systems forthe passage of air between an air filter arrangement and an intakemanifold system or turbo of an internal combustion engine. Morespecifically, air transfer systems according to the present inventionconcern vehicles such as trucks, construction and industrial equipment,buses, agricultural equipment or the like. Such systems may also beutilized in non-movable equipment such as compressors and generators.

BACKGROUND OF THE INVENTION

Generally, internal combustion engines require air or oxygen foroperation. Typically, the air is directed into the engine, wherein it ismixed with fuel to provide for efficient combustion. Generally, the airis first filtered through an air filter arrangement, to remove dirt,dust and the like therefrom.

In many engine systems, the engine and filter are mounted somewhatindependently of one another. For motorized vehicles, typically the airfilter is mounted upon an exterior frame, or interior body portion, andthe engine is received within an inner compartment. Generally, theseportions of the vehicle can move somewhat independently of one another,for example due to mounting differently with respect to the vehiclesuspension system, and thus a flexible conduit system between the filterand engine is preferred, and under many circumstances is required.

Even for stationary engines, some flexibility may be preferred since,especially under substantial loads, engine vibration or movement mayoccur.

There have been numerous problems in conventional systems in providingfor efficient, effective conduit systems for air flow communicationbetween the filter mechanism and the engine. Many of these problemsgenerally relate to, or concern, the following:

1. First, there has been no standardization in the positioning of theair filter mechanism relative to the engine air inlet. Thus, theprovision of a standard component arrangement, prior to the presentinvention, has posed a problem. Even within a single model or make ofvehicle, generator, etc., uniformity has not been achieved, sincerelative filter position and engine position may vary somewhat. Thus, inmany instances custom conduit systems have been necessary.

2. Conventional systems (non-custom) have generally involved acombination of sections of relatively rigid tubular members, withsections of flexible hosing, elbows and connectors in order toaccommodate the tortuous path between the air filter and the engine.Such multi-component systems have been difficult to assemble, especiallyin tight quarters. A mechanic working alone may find that it isdifficult to handle all of the pieces at once and keep same in anappropriate position prior to a tightening of the various clamps, etc.needed to obtain assembly. Thus, the multi-component systems are notonly inconvenient, but they may require more than one mechanic forinstallation. A problem with need for more than one mechanic is not onlythat it is inconvenient and expensive, but also it may be difficult formore than one mechanic or operator to become positioned appropriatelywith respect to the vehicle engine, i.e., in the relatively tightquarters.

3. As various components of conventional multi-component systems aretightened into position, stress or strain on various joints may becreated and can pose a substantial problem. This can lead to prematurefailure of components or joints between them. In some instances, acomplete such failure can generate substantial engine damage, byexposure to unfiltered air.

4. Generally, air flow from unobstructed portions of conduits pastobstructions causes undesired turbulence. For example, as air flows pasta joint from a wider conduit to an internally received narrower conduitit must pass over the obstruction presented by the end of the narrowerconduit. Turbulence generated at such a joint results in an increase inpressure, and energy is required to overcome the turbulence. This cancreate a less efficient air flow system. Generally, as will beunderstood from the following detailed descriptions, conventionalsystems have been particularly inefficient with respect to this form ofturbulence.

5. Some bends in conventional systems have involved rubber hosing or thelike. Such hosing is particularly undesirable, as it may be subject tofailure under extreme loads and over wide temperature variations and/orpressure fluxes. Further, substantial stresses applied during assemblymay cause premature failure.

6. Conventional systems generally involve, due to the presence of aplurality of elements, a great many critical joints. A critical joint isa connection between conduit members. Any critical joint, in any system,is a risk point, that is, a point of potential failure and leakage. Itis desired to maintain a limited number of such points. Conventionalarrangements generally involve considerably more critical joints thanare necessary with systems according to the present invention.

The above types of problems, and other problems of features related toconventional arrangements, will be understood by reference to thedrawings, FIGS. 7 and 8, wherein a conventional system is represented.Referring to FIG. 7, reference numeral 1 generally designates aconventional conduit system providing for communication between an airfilter assembly 3 and an engine air intake manifold 4. The term "airintake manifold" as used herein is meant to refer to an air intake forany unit or mechanism including an engine, a turbo, etc. The positioningof the filter assembly 3 relative to the intake manifold 4 is intendedto be representational only, and systems may vary. No specific enginesystem is represented. That is, filter assembly 3 and intake manifold 4may form a portion of any of a variety of systems, including dieseltrucks, construction equipment, agricultural equipment, generatorsystems, compressor systems, or the like. What is generally common toall such systems is that system 1 is needed to provide an air flowconduit between filter assembly 3 and intake manifold 4.

Typically, the air filter assembly 3 has an exit port 7 thereon, throughwhich air is directed into conduit system 1. Similarly, manifold 4 has acorresponding inlet port 8.

Very often, the exit port 7 and inlet port 8 are oriented skewed withrespect to one another, and in different planes. This is suggested byFIG. 7. As a result, generally at least three different bends in theconduit system 1 are necessary in order to provide air flowcommunication between the exit port 7 and the inlet port 8. This isindicated in FIG. 7 at bends 10, 11 and 12.

For conventional systems, flexible elbow sections are utilized at thebends, such as bends 10, 11 and 12. For the arrangement shown in FIG. 7,this is indicated at hose sections 15, 16 and 17, respectively. Hosesection 15 engages exit port 7 at end 20. End 21, remote from end 20,provides for an exit of air flow outwardly from section 15. For theconventional arrangement shown, end 20 engages inlet 7 in a conventionalmanner. That is, inlet 7 includes a conventional outwardly projectingbead thereon, not shown, over which end 20 is forced. Retention is madein a conventional manner, by means of a clamp positioned to prevent thehose member 20 from being pulled off or over the bead. Such clampingsystems are well known, and one is described with respect to FIG. 8,discussed below.

Referring to FIG. 7, communication between section 15 and section 16 isprovided by means of elongate tube 24. Generally, elongate tube 24 isrelatively rigid in construction and provides for passage of air in apreferred direction. The joint 25 between hose section 15 and tube 24 isdetailed in FIG. 8, in cross-section.

Referring to FIG. 8, elongate tube 24 is shown having a circumferentialbead 30 thereon. Flexible hose 15 is sufficiently flexible so that end21 can be forced over the bead 30. A conventional hose clamp 31 or thelike, positioned around a portion 32 of hose 15 pushed over bead 30,provides for a relatively secure engagement. This clamp and beadengagement is typical of all critical joints in conventionalarrangements, and is at all joints in the arrangement depicted by FIG.6. That is, critical joints 35, 36, 37, 38 and 39, as well as criticaljoint 25.

From a review of FIGS. 7 and 8, many of the problems previouslydiscussed with respect to prior arrangements will be readily understood.

For example, it is readily understood that a plurality of parts arenecessary, in order to accommodate the tortuous path. For each part, aclamping arrangement is necessary. It may be difficult for a mechanic toposition all parts appropriately, and maintain them in position, duringthe tightening process.

Further, very little adjustment is allowed in the components, toaccommodate universality. That is, little length or angle adjustment ispermitted at the various joints; however, it will be understood thatsome rotational adjustment is available, for example at critical joints35, 25, 36, 37, 38 and 39.

As various components are tightened into position, it will be understoodthat stress may be placed at some of the critical joints along thesystem. That is, each critical joint generally requires a co-axialalignment of connecting tube portions. Should a non-perfect alignment,i.e., non-co-linear or co-axial alignment, occur, substantial stress onone or more of the critical joints may take place.

Referring to FIG. 8, it will be understood that air flow is generally inthe direction of arrow 40. Hose section 15, being larger in diameterthan section 24, fits outwardly around section 24, to accommodateengagement with bead 30 in the manner described. The result is that anend 41 of tube section 24 is exposed to direct head-on contact with airflow in the direction of arrow 40. This generates an increasedturbulence in air flow, as discussed above. That is, the system depictedin FIG. 8 is a critical joint at which air flow is from a wider conduitto a narrower conduit. It will be readily understood that such anarrangement exists, in the conventional system depicted, at criticaljoints 25, 37, and 39. That is, three critical joints are provided atwhich there is relatively unstable air flow.

Referring to FIG. 7, it will be understood that as the filter 3 andengine manifold 4 are moved or vibrated independently of one another,lateral stress against the longitudinal axis 40 of each critical joint,for example, critical joint 25, may occur. A component of such stress isindicated by double headed arrows 48 and 49. It will be readilyunderstood that the clamp 31, and indeed the overall engagement betweensections 15 and 24, is not appropriately designed to accommodate suchstress, i.e., to allow some "give". This will be understood from thefurther descriptions to contrast considerably with the arrangement ofthe present invention. Rather than resulting in harmless "give", amisalignment of a system such as those of FIGS. 7 and 8 may result in abending, crimping or pinching of a component, or a break in a seal. Thiscan lead to premature failure.

It will also be understood by reference to FIG. 8 that a clampingengagement is provided over a relatively narrow section of flexible hose15, i.e., that section directly beneath clamp 31. Thus, the arrangementis not extremely strong with respect to leakage between sections 15 and24. This necessitates a particularly tight clamping of clamp 31, whichmay harmfully stress the system.

It is noted that some of the hose sections are relatively flexible.However, it has generally been observed that they are not sufficientlyflexible in the appropriate directions to accommodate stresses ofconcern as described herein. Should sufficient stresses occur in themanners discussed, the flexible hoses may have a tendency to fail, forexample collapse.

It will be observed that a single component system could be created froma single piece of elongate flexible tubing. Generally, such an elongateflexible tube would be undesirable. First, to be sufficiently flexibleto accommodate a variety of systems, it would possibly be too weak, andsubject to failure. Also, it would still not be adjustable in length.

What has been needed is an arrangement which generally avoids theprevious concerns and which is relatively easy to assemble and put intoplace. Also, what has been needed has been a relatively universal jointor conduit system readily adaptable for use with a variety of systems,wherein a plurality of orientations of the air filter relative to theintake manifold are presented.

OBJECTS OF THE INVENTION

Therefore, the objects of the present invention include: the provisionof a conduit system for passage of air from an air filter arrangement toan intake manifold of an engine, which system includes an advantageousnumber of critical joints by comparison to many conventional systems; toprovide such a system which is relatively universal, that is, which isadaptable to a variety of positionings of the air filter arrangementrelative to the intake manifold; to provide such an arrangement whereinconduit sections, mounted in series, are utilized to achieve the desiredeffect; to provide a preferred such arrangement having three conduitsections wherein each of two critical joints between adjoining conduitsections is longitudinally adjustable; i.e. is telescoping; to provide apreferred arrangement wherein lateral stress applied to critical jointsbetween adjacent conduit sections is relatively readily accommodated, bymeans of a conduit section positioning adjustment mechanism, withoutsubstantial risk of critical joint failure; to provide a preferred sucharrangement wherein only one critical joint involves air flow from alarger diameter conduit section into a smaller diameter aperture; toprovide a preferred such arrangement formed from three relativelylightweight plastic conduit sections; to provide such an arrangementwhich is relatively easy to manufacture and assemble, relatively simpleto use, relatively inexpensive to construct, and which is particularlywell adapted for the proposed usages thereof.

Other objects and advantages will become apparent from the followingdescriptions, taken in connection with the accompanying drawings,wherein are set forth by way of illustration and example certainembodiments of the present invention.

SUMMARY OF THE INVENTION

The present invention concerns a conduit system providing for air flowcommunication between an air filter arrangement or the like and anintake manifold in an engine assembly. Generally, the arrangement isutilizable in almost any internal combustion engine arrangement,including mobile vehicles such as trucks, construction equipment andagricultural equipment. Also, the system may be used in stationaryengine arrangements such as power generators and compressors.

According to the invention, an adjustable system utilizable for avariety of arrangements, is provided by means of relatively rigid,interconnected, conduit elements.

In general, the system involves a first conduit member, a centralconduit arrangement, and an end conduit member, attached in series toextend between the filter and the air intake manifold. The centralconduit arrangement may comprise a single, unitary, member or aplurality of members attached in series.

In the embodiment shown, the arrangement includes only three conduitelements. That is, the central conduit arrangement comprises a singlemember. A reason for the near universal nature is that a three-componentsystem involves four critical joints: a first critical joint between afirst conduit member and an air filter arrangement to which the firstconduit member is attached; a second critical joint between the firstconduit member and the second conduit member; a third critical jointbetween the second conduit member and the third conduit member; and afourth critical joint between the third conduit member and the airintake manifold. For the preferred embodiment, advantages are derivedfrom the fact that fewer critical joints are involved than for manyconventional arrangements, hence the system is less likely to fail.

The critical joints between conduit members, are each preferablylongitudinally adjustable; i.e. they telescope. That is, sections of theentire conduit system can be readily adjusted in length, to facilitatemounting and assembly.

Further, each critical joint is rotationally adjustable. As a result ofboth rotational and longitudinal adjustability, an overall nearlyuniversal arrangement is provided.

Critical joints between conduit sections are of a preferred,advantageous construction. Each critical joint involves insertion of anarrow section into a broader section. The narrow section generallyincludes an outer surface having a plurality of ribs thereon. For thepreferred embodiment, the ribs are aligned generally perpendicular to alongitudinal axis of the conduit section involved. Preferably, each ribis sharply angled and includes a central projecting ridge. The ribsextend over a substantial length of the narrow section, and account formuch of the longitudinal adjustability.

Each broader conduit section includes an inner surface with a relativelysoft seal therein. During engagement with the narrow section, aplurality of the ribs on the narrow section, typically 3-6, are broughtinto contact with the soft section within the broader section. Anexterior clamp provides for secure engagement.

An advantage to the engagement between a multi-ribbed section and a softseal section is that a multi-point seal is formed, which is generallymore secure than the single point seal of conventional systems. Further,perfect co-axial alignment is not required for a secure connection. Inaddition, as will be understood from the detailed description, a systemis created in which some movement or adjustment with respect to lateralstress is permitted; hence, damaging stress during assembly is lesslikely and movement during use will be less likely to cause a problem orfailure.

A detailed description of specific features leading to the above generalfeatures and advantages will be understood from the detailed descriptionand drawings discussed below. Generally, the drawings do constitute apart of the specification and include exemplary embodiments of thepresent invention, while illustrating various objects and featuresthereof. It will be understood that in some instances relative componentsizes and thicknesses may be shown exaggerated to facilitate anunderstanding of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a diesel tractor such as may utilize anair conduit system according to the present invention.

FIG. 2 is a perspective view of an air conduit system according to thepresent invention.

FIG. 3 is an enlarged, fragmentary, partially exploded, plan view of aconduit system according to the present invention.

FIG. 4 is a fragmentary top plan view of an alternate alignment of thearrangement depicted in FIG. 2.

FIG. 5 is a fragmentary, plan view showing an alternate alignment of thearrangement to those shown in FIGS. 2 and 4.

FIG. 6 is an enlarged, fragmentary view of a critical joint in a systemaccording to the present invention, with portions broken away to showinternal detail.

FIG. 7 is a perspective view of a prior art conduit arrangement.

FIG. 8 is an enlarged, fragmentary, cross-sectional view of a prior artarrangement taken generally along line 8--8, FIG. 7.

DETAILED DESCRIPTION OF THE INVENTION

As required, detailed embodiments of the present invention are disclosedherein. However, it is to be understood that the disclosed embodimentsare merely exemplary of the invention, which may be embodied in variousforms. Therefore, specific structural and functional details disclosedherein are not to be interpreted as limiting, but rather as a basis forthe claims and as a representative basis for teaching one skilled in theart to variously employ the present invention in virtually anyappropriately detailed structure.

It is first noted that detailed descriptions of FIGS. 7 and 8, aconventional arrangement, have already been provided.

Referring to FIG. 1, reference numeral 100 generally represents atypical mechanical embodiment of a system according to the presentinvention. Specifically, embodiment 100 comprises a semi-tractor 101,such as a diesel tractor. The tractor 101 may be of the conventionaltype. The tractor 101 includes an engine, not shown, and an air filterassembly 105. Air passing through the air filter 105 is directed into anengine manifold, not shown, by means of conduit system 106. Conduitsystem 106 is preferably of the improved, advantageous, type accordingto the present invention, detailed in FIGS. 2-6.

It is to be understood that tractor 101 is representative only of anembodiment for use with the conduit system according to the presentinvention. Generally, in many arrangements wherein air must pass from anair filter arrangement to an engine manifold, a conduit system accordingto the present invention may be utilized to advantage. This will bereadily apparent, from the following descriptions.

Referring to FIG. 2, a conduit system 110, according to the invention,is shown in communication between an air filter assembly 111 and anengine intake manifold 112. It is noted that the air filter assembly 111and intake manifold 112 are not necessarily spatially orientated withrespect to one another in the identical manner as would be the airfilter assembly 105, of FIG. 1, and the corresponding engine intakemanifold, not shown. A purpose in illustrating different physicalorientations is to exemplify the near universal nature of conduitsystems according to the present invention. The conduit system 110 couldeasily be rotated, twisted, or otherwise manipulated to operate in theoverall embodiment of FIG. 1.

Referring again to FIG. 2, the illustrated conduit system 110 includesthree components 115, 116 and 117. For this preferred embodiment, animmediate advantage over the prior art, which utilized five components,is readily apparent. Each of sections 115, 116 and 117 is preferably anair flow conduit having features as described below. Preferably sections115, 116 and 117 are relatively rigid in construction, for exampleformed from plastic or the like. Some flexibility will be desired, inorder to accommodate stresses. However, generally the forms arerelatively rigid and thus differ substantially from many conventionalarrangements which utilize at least some very flexible rubber orrubber-like conduit members. Each section 115, 116 and 117 includes abend therein, facilitating adjustment to extend in almost any direction.It will be understood that many of the advantages of the presentinvention can be obtained for arrangements having other than threecomponents. However, for many applications the three-componentarrangement is preferred.

Each of the three conduit sections 115, 116 and 117 differssubstantially from the other two. The first conduit section 115 isspecifically designed to interface with a typical air filter mechanism,such as mechanism 111. More specifically, conduit section 115 includes aturn, generally a right angle or 90 degree curve, therein, as indicatedat 120. Thus, conduit section 115 includes a first section 121 and asecond section 122, separated by bend 120.

Referring to FIG. 3, detail concerning section 115 will be understood.

In FIG. 3, a portion of a typical air filter assembly 111 is depicted.Air filter assembly 111 is conventional, that is, it includes an exitport 125 for air, defined by a tubular extension 126. Since extension126 is conventional, that is, it is designed for attachment toconventional conduit systems, it includes a circular mounting bead 127thereon.

First extension 115 of a conduit system according to the presentinvention is specifically adapted for use with a conventional air filterarrangement 111 having a mounting bead 127 thereon. In particular, endsection 121 includes a bell portion 130 on the end thereof, flaredappropriately to fit over bead 127. If, as shown in FIG. 3, a cushionedliner, collar 131 or the like is positioned to extend along and insideof bell 130, the bell 130 can be readily secured over bead 127 by aconventional clamp 132, in a conventional manner. This is the case evenif section 115 is formed from a relatively rigid plastic material, sincesufficient compressibility to cause a seal can be readily obtained,especially with collar 131.

Herein, end 121 having bell 130 thereon will be referred to as a "broad"or "broader" end of extension 115. For the preferred embodiment, itflares outwardly to receive a portion of a "narrow" or "narrower"extension 126 therein.

Extension 115 also includes a second end 122, positioned around bend 120from end 121. End 122 will be referred to herein as the "narrow" or"narrower" end, since it is specifically adapted to be received into abroad end of a next adjacent conduit member, specifically member 116.

For preferred embodiments of the present invention, end 122 includes aribbed portion 136 thereon, comprising a plurality of individual ribs137. It will be understood that in preferred embodiments of the presentinvention, ribs 137 are not threads, but rather each is an individualand independent rib which completely circumscribes section 122 in amanner generally perpendicular to a longitudinal axis 138 of conduit115. The ribs 137 are preferably positioned in the area of end section122. Preferably a plurality of ribs extending over about 3-4 inches ofend section 122 are used, the ribs being uniformly spaced about 1/8-178inch and preferably about 1/4 inch apart.

A preferred construction for the ribs 137 is indicated in FIG. 6. Inparticular, in FIG. 6, the joint between conduit sections 115 and 116 isshown, with end section 122 inserted into a portion of section 116.Individual ribs 137 are readily viewable. Each rib 137 has a sharpcentral outermost ridge 140 and opposite sidewalls 141 and 142.Sidewalls 142 generally face the broad end of section 115, whereassidewalls 141 generally face an opposite direction. In the preferredembodiment shown, ribs 137 are all substantially identical to oneanother, preferably uniformly spaced by a portion 143 of section 122. Inpreferred embodiments, wall 142 extends outwardly at an angle closer toperpendicular, with respect to section 143, than does wall 141. Morespecifically, referring to FIG. 6, generally angle B (the obtuse angleof side 141 with respect to surface 143 or a longitudinal axis ofsection 115) is greater than angle A (the obtuse angle of side 142 withrespect to surface 143 or a longitudinal axis of section 115). Forpreferred embodiments, angle A is between about 95 and 115 degrees,preferably is about 105 degrees; and, angle B is between about 120 and150 degrees, and preferably is about 135 degrees.

The overall height of central ridge 140 above portions 143, forpreferred embodiments, is between about 0.07 and 0.11 inches, andpreferably is about 0.09 inches. Such a dimension generates a prominent,sharp, ridge which facilitates sealing, as described below.

It is to be understood that the specific shapes and sizes of ribs 137may be varied considerably, in keeping with the principles of thepresent invention. However, advantages are obtained from the generalshapes described, as will be understood, since good effective seals maybe formed therewith.

Referring again to FIGS. 2 and 3, section 116 is mounted in fluid flowcommunication with end portion 122 of section 115. FIG. 2 shows that forpreferred embodiments, section 116 includes a first extension 150 and asecond extension 151 separated by bend 152. For the preferredembodiment, bend 152 comprises an approximate right angle, or 90 degreecurve, in conduit section 116. However, alternate arrangements may beprovided.

Generally, end section 150 comprises a broad end and includes a bellportion 155 thereon, to receive end portion 122 therein. Referring toFIG. 6, the preferred bell portion 155 includes an outer bead 156thereon. Elastomer collar 158 is fit over an end 159 of bell 155. Bead156 facilitates maintenance of elastomer portion 158 in position andhelps provide an effective fluid seal. For the preferred embodiment,elastomer collar 158 includes an outer flap or flange 161, positionedoutside of bell portion 155, and a thicker inner flap or flange 162,oriented to be positioned along an inner side 165 of the bell 155. Thatis, flanges 161 and 162 are separated by mounting groove 163.Preferably, elastomer collar flap 162 extends over about 1-3 inches ofbell 155.

In FIGS. 3 and 6, hose clamp 169 is shown oriented to secure engagementbetween sections 115 and 116. Referring to FIG. 6, it will be understoodthat as clamp 169 is tightened, bell 155 is compressed, pressingelastomer collar 158 into ridges 137. Thus, sealing engagement betweenmembers 115 and 116 is provided.

The specific sealing engagement disclosed is advantageous for numerousreasons. First, it is longitudinally adjustable, i.e. it can telescope.That is, since a plurality of ribs 137 are provided, and only relativelyfew, preferably 3-6, are needed to effect the necessary seal, parts 115and 116 can be slid longitudinally with respect to one another, and aneffective seal can still be obtained. Specifically, a deeper, or lessdeep, insertion of section 115 into section 116 can be utilized toadjust the conduit system 110 for a variety of relative spatialrelationships between the air filter assembly 111 and the intakemanifold 112. Further, the engagement is rotationally adjustable, priorto secure clamping of clamp 169. This further facilitates universal useof conduit system 110.

Another advantage is that a plurality of seal points are generated.Referring to FIG. 6, it will be understood that point seals are providedbetween the elastomer collar 158 and the ribs 137 along points or ridges170, 171, 172, and 173.

It is noted that for the preferred embodiment illustrated in FIG. 6, thedepth of seal, or amount of engagement, increases for each rib along theprogression from point 173 to 172, 171 and 170. This results from twocharacteristics, first the outward bell shape of section 116 along area150; and, also, from an inward tapering shape, or narrowing inthickness, of section 162 from a thicker end 175 to a thinner end 176.This results in a considerable advantage, as explained below.

Referring to FIG. 3, end 150 of section 116 includes a centrallongitudinal axis 180. Generally, when sections 115 and 116 are joined,axes 138 and 180 are aligned substantially co-axially. However, in someinstances, perfect coaxial alignment cannot be readily achieved, due tothe general overall spatial alignment between the air filter mechanism111 and the engine air intake manifold 112.

In conventional systems, such a "misalignment" could cause a substantialproblem. A reason for this was that conventional clamping of a sealgenerally required engaging surfaces which were substantially co-planar,otherwise a weak seal might be formed, or undesired stress could becaused along various elements. In the present system, however, each seal170, 171, 172 and 173 occurs along a relatively sharply defined point,so angular movement between pieces 115 and 116, for example in thegeneral directions indicated by double headed arrow 185, FIG. 6, can beaccommodated.

Another advantage is readily apparent from this. Specifically, space,such as space 186, between the narrow member 122 and the broad member150, permits lateral movement under stress, without substantial harm tothe seals. Thus, should the engine position move somewhat relative tothe air filter, or vice versa, critical joints such as the joint betweensections 115 and 116 can adjust to accommodate the movement.Specifically, should section 115 pivot to partially collapse space 186,point seal 170 may become weaker, however, seal 173 will have becomedeeper, compensating somewhat. Also, a new seal may begin to form atpoint 187. This flexibility is in part accommodated by the taperingelastomer section 102 discussed above. That is, it provides an overalldampening effect.

Another advantage results from the fact that seals 170, 171, 172 and 173are independent of one another. Thus, leakage is less likely.Specifically, it is unlikely that a failure resulting in a continuoustrough extending completely across the sealing region of engagementbetween sections 115 and 116 would occur.

Referring again to FIG. 3, a third section of conduit 117 includes afirst end portion 190 and a second end portion 191. Generally, forpreferred embodiments, end portions 190 and 191 are separated by a bend192. For preferred embodiments, bend 192 is approximately a 90 degree,or right angle curve, in section 117.

For preferred embodiments, end portion 190 is substantially similar toend portion 150 of section 116. That is, end portion 180 is a broad end.Specifically, end portion 190 includes a bell shaped portion 195 and anelastomer collar arrangement (not shown) generally analogous toelastomer collar 158 of FIG. 6. By means of clamp 117, section 192 canbe connected to end portion 151, a narrow end of section 116 having ribs200 thereon, in a manner generally analogous to engagement betweensections 115 and 116, previously detailed. Thus, for preferredembodiments, all of the advantages previously described with respect tothe seal arrangement detailed in FIG. 6 would apply to the criticaljoint between sections 117 and 116.

As previously indicated, generally system 110 is developed as anadvantageous conduit system between conventional air filter arrangements111 and air intake manifolds 112. Referring to FIG. 3, since the intakemanifold is generally conventional, it includes an extension 205 thereonhaving a central aperture 206 with an outer circumferential bead 207.Thus, engagement with the conduit system is preferably by means of anengagement mechanism generally analogous to that utilized betweensection 115 and the air filter exit port 125. In particular, end 191 ofsection 117 is provided with a bell 210 thereon, which can fit over bead207 and be secured thereto by means of clamp 212. If desired, a rubbercollar, insert liner, or the like can be utilized to facilitate a goodconnective seal. Since section 117 provides for communication with theair intake manifold, it is sometimes referred to herein as the endconduit member.

It will be understood that for certain improved, non-conventionalsystems, section 126 of the air filter mechanism 111 could be providedwith ribs generally analogous to ribs 137, for a more securearrangement. Further, it will be understood that end portion 191 of thethird section 117 could be formed without the bell 210 and with ribssuch as ribs 137 on an outer portion thereof, to be received within anappropriate member connected at or to intake manifold 112.

However, for conventional systems it is generally foreseen that thethree sections 115, 116 and 117 will be as above described. That is:component 115 will include a broad end and narrow end, separated by abend as described; component 116 will include a broad end and narrow endseparated by a bend, as described, and, component 117 will include twobroad ends, as described.

It will be understood from evaluation of FIG. 3 that the entirepreferred system shown includes four critical joints, two of whichinvolve a ribbed member and bell member engagement, as described. Anytwo connecting pieces can be rotated with respect to one another, andthe two "internal" critical joints (those between conduit members orsections) involving ribbed members can also be longitudinally adjusted(i.e., telescoped) with respect to one another. As a result, the threecomponents can be utilized to form an overall conduit system between anair filter arrangement and a corresponding air intake manifold in avariety of systems. Examples of this are shown in FIGS. 4 and 5. In FIG.4, the air filter mechanism is represented at reference numeral 220,whereas the intake manifold is represented at 221. Sections 115, 116 and117 are shown communicating therebetween, even though members 220 and221 are oriented differently than analogous members 111 and 112 in FIG.2. Specifically, section 116 is illustrated rotated counter-clockwise atjoint 223, relative to its position in FIG. 2.

Similarly, in FIG. 5, members 115, 116 and 117 are shown communicatingbetween filter mechanism 225 and intake manifold 226. Mechanism 225 andmanifold 226 are readily seen to be spatially oriented completelydifferently from analogous components 111 and 112 in FIG. 4.

It will be also understood that for the preferred three-component systemshown ease of assembly is facilitated relative to the five-componentprior art arrangement, since a fewer number of parts are needed, i.e.,three conduit sections and a plurality of clamps. Thus, at least thepreferred embodiment of the present system is a substantial improvementover the prior art illustrated in FIG. 7, with respect to assembly.Also, even if an arrangement according to the present invention includedmore than three components, it would still be relatively easy toassemble due to the ability of the joints to adjust in response tolateral stress, and also to telescope.

Systems according to the present invention may be generallycharacterized as involving: a first conduit member; a central conduitarrangement; and, an end conduit member. The central conduit member may,preferably, comprise a single, unitary, conduit member. However, in someapplications it may comprise a plurality of members in series. Theconduit members, and central conduit arrangement, preferably include endportions as described, for preferred locking engagement.

Further, especially since relatively rigid, molded, components can beutilized for sections 115, 116 and 117, a lightweight system can bedeveloped. Generally, it is preferred to use lightweight components, asthey are easier for a mechanic to support and manipulate, and also theylead to overall weight efficiency for any moving vehicle on which theyare mounted.

It is to be understood that while certain embodiments of the presentinvention have been illustrated and described, it is not to be limitedto the specific forms or arrangements of parts herein described andshown.

What is claimed is:
 1. A conduit member for use in an air flow conduitsystem; said conduit member comprising:(a) a substantially rigid tubularmember having: an inner surface defining an internal passageway; anouter surface; and, a connector end portion; and, (b) a plurality ofspaced annular ribs oriented on said tubular member outer surface; eachof said ribs being spaced between about 0.125 inches and 0.5 inches fromthe next adjacent rib; each of said ribs having a sharply definedcentral ridge.
 2. A conduit member according to claim 1 wherein:(a) saidtubular member connector end portion defines a central longitudinalaxis; (b) each of said ribs independently projects outwardly from saidtubular member outer surface with a central ridge thereof generallyoriented in a plane substantially perpendicular to said longitudinalaxis; and, (c) said spaced annular ribs project in planes substantiallyparallel to one another.
 3. A conduit member according to claim 1wherein:(a) said tubular member connector end portion defines a centrallongitudinal axis; and, (b) said ribs each have a forward side and arearward side defining one of said central ridges therebetween.
 4. Aconduit member according to claim 3 wherein:(a) said tubular memberconnector end portion defines a central longitudinal axis.
 5. A conduitmember according to claim 1 wherein:(a) said tubular member includes asecond end opposite said connector end; said second end being a broadend portion constructed and arranged for receipt therein of a portion ofan air conduit system.
 6. A conduit member according to claim 1wherein:(a) said ribs each have a forward side and a rearward sidedefining one of said central ridges therebetween;(i) said rib forwardsides generally each facing away from said member outer surfaceconnector end, and each projecting outwardly from said tubular memberouter surface at a first obtuse angle with respect to said firstlongitudinal axis; and, (ii) said rearward sides each facing generallyoppositely from said forward facing sides and projecting outwardly fromsaid tubular member outer surface at a second obtuse angle with respectto said longitudinal axis.
 7. A conduit member/seal combination for usein an air flow conduit system; said combination comprising:(a) asubstantially rigid tubular member having: an inner surface defining aninternal passageway; an outer surface; and, a connector end portion witha first internal passageway. (b) a plurality of spaced annular ribsoriented on said tubular member outer surface; each of said ribs beingspaced between about 0.125 inches and 0.5 inches from the next adjacentrib; each of said ribs having a sharply defined central ridge; and, (c)an elastomeric seal member positionable in surrounding and overlappingengagement with said spaced annular ribs.
 8. A combination according toclaim 7 wherein:(a) said tubular member connector end portion defines acentral longitudinal axis; and, (b) said ribs each have a forward sideand a rearward side defining one of said central ridges therebetween;(i)said rib forward sides generally each facing away from said tubularmember outer surface connector end, and each projecting outwardly fromsaid tubular member outer surface at a first obtuse angle with respectto said first longitudinal axis; and, (ii) said rearward sides eachfacing generally oppositely from said forward facing sides andprojecting outwardly from said tubular member outer surface at a secondobtuse angle with respect to said longitudinal axis.
 9. A combinationaccording to claim 8 wherein:(a) said second obtuse angle is greaterthan said first obtuse angle.
 10. An engagement arrangement forproviding engagement between first and second conduit segments of aconduit system; said engagement arrangement comprising:(a) a memberhaving: an internal surface defining an inner tubular passageway havinga central longitudinal axis; and, an outer surface with a connector endand with a plurality of spaced annular ribs thereon, each of said ribshaving a forward side and a rearward side defining a central ridgetherebetween;(i) said rib forward sides generally each facing away fromsaid member outer surface connector end, and each projecting outwardlyfrom said tubular member outer surface at a first obtuse angle ofbetween about 95° and about 115° with respect to said first longitudinalaxis; (ii) said rearward sides each facing generally oppositely fromsaid forward facing sides and projecting outwardly from said tubularmember outer surface and a second obtuse angle of between about 120° andabout 130° with respect to said longitudinal axis (b) whereby sealingengagement between first and second conduit segments of a conduit systemis facilitated by orienting said plurality of said spaced annular ribstherebetween.
 11. An engagement arrangement for providing engagementbetween first and second conduit segments of a conduit system; saidengagement arrangement comprising:(a) a member having: an internalsurface defining an inner tubular passageway; and, an outer surface witha connector end and with a plurality of spaced annular ribs thereon,each of said ribs being spaced between about 0.125 inches and 0.5 inchesfrom the next adjacent rib, and each of said ribs having a sharplydefined central ridge; (b) whereby sealing engagement between first andsecond conduit segments of a conduit system is facilitated by orientingsaid plurality of spaced annular ribs therebetween.
 12. An engagementarrangement for providing engagement between first and second conduitsegments of a conduit system; said engagement arrangement comprising:(a)a member having: an internal surface defining an inner tubularpassageway; and, an outer surface with a connector end and with aplurality of spaced annular ribs thereon, each said rib projectingoutwardly between about 0.07 and 0.11 inches from said tubular memberouter surface, and each of said ribs having a sharply defined centralridge; (b) whereby sealing engagement between first and second conduitsegments of a conduit system is facilitated by orienting said pluralityof said spaced annular ribs therebetween.